The following information is a summary of the report issued by the the Marine Accident Investigation Branch (MAIB) and the Swedish Accident Investigation Board (SHK) regarding an accident in the product tanker Prospero on January 2006.

During the dismantling of scaffolding on Oseberg B 7 May 2009, a scaffolder was seriously injured as he fell 14 meters from the scaffolding and down on to the cellar deck. He was evacuated by rescue helicopter to Haukeland hospital in Bergen, and later died at the hospital.

This investigation report is referring to the grounding of a general cargo ship which was caused while trying to evade blocks of ice on the sea. On the morning of 16 August 2012, the container ship VEGA SAGITTARIUS departed from the port of Nuuk, Greenland, heading for Aasiaat in the north-western part of Greenland. Approximately one hour after departure, the watch keeping officer changed course in order to avoid drifting ice ahead and shortly after, the ship ran aground on a submerged rock by the entrance to Godthåbsfjorden.

This investigation report refers to the grounding of a general cargo ship caused by the inaccurate positioning of the vessel. On 12 October 2010 at 22:30 the Netherlands-flagged MS NORDLAND, in ballast condition, departed Turku for Pietarsaari. The master, a pilot and a lookout were on the bridge. However, immediately prior to the accident the lookout was not on the bridge.

On July 5, 2005, an unplanned riser disconnect was initiated on the Ensco 7500 semi-submersible rig, which had been engaged in exploratory drilling activities, because of unfavorable sea and wind conditions associated with an approaching tropical depression. While the riser volume was being displaced with seawater in preparation for the disconnect operation, the rig was no longer able to maintain station adequately enough to complete the operation. As a result, the riser was disconnected from the Lower Marine Riser Package (LMRP), at which time 710 barrels of synthetic-based mud was released from the riser into the GOM. At the time of the disconnect, there were no open hole hydrocarbons exposed below the casing depth.

At about 1230 local time on 9 January 2009, a fire accident happened onboard the Hong Kong registered asphalt tanker “An Tai Jiang” when she was en route from Ulsan to Ningbo. The fire started inside the engine room and spread into accommodation spaces. The accident resulted in the deaths of the Third Engineer and a motorman inside the engine room, and another motorman lost at sea after falling into water. The engine room and crew accommodation sustained serious damage. There was no oil pollution to marine environment.

This investigation report is referring to the collision between the Norwegian chemical tanker Sundstraum and the Malta registered general cargo ship Kapitan Lus. At 1316 LT on 3 July 2009, the Norwegian vessel Sundstraum and the Malta registered vessel Kapitan Lus collided in the Drogden Channel off Copenhagen. Sundstraum was on route from Tjelbergodden in Norway to Stettin in Poland with a cargo of 3707 tonnes of methanol. The vessel was southbound in the Drogden Channel, with the officer of the watch manning the bridge. Kapitan Lus was on its way from St Petersburg in Russia to Le Havre in France with a cargo of 4193 tonnes of aluminium and 182 tonnes of uranium oxide. The vessel was northbound in Drogden and the bridge crew consisted of the Master, the officer of the watch, a Danish pilot and the helmsman. There was good visibility and no wind or seas worth mentioning in the area.

This incident investigation report refers to the grounding of Chinese registered Cargo Ship. At 2220 on 7 May 2011, the Chinese registered river-trade cargo vessel Zhong Fu Fa Zhan departed the loading berth at Tseung Kwan O, in Junk Bay, Hong Kong after loaded a cargo of 2,200 tonnes of soil for discharge in Taishan, China. The weather was fine and the visibility was good. The navigation equipment and main engines were in normal working condition. The Master was on duty alone in the bridge after departure. The Chief Officer took over the watch from the Master at 0000 on 8 May 2011, also alone at the bridge. At about 0031 and 0032 on 8 May 2011, the Chief Officer made a report to VTC by radio. About 40 seconds later, the ship ran aground on the shoal of Adamasta Rock in North Cheung Chau Traffic Separation Scheme while the Chief Officer was making entries into ship log book.

This incident refers to a a brief loss of well control that occurred onboard an offshore platform in the Gulf of Mexico a few years ago. The operator was attempting to pull the tubing free of the seal assembly in a Baker SC-2 packer set at 10,830 feet to repair the Surface Controlled Subsurface Safety Valve (SCSSV) set at 350 feet (RKB) or 232 feet below mud line. In the attempt to retrieve the hanger, the 2 7/8-inch, P-105 tubing parted at approximately 4300 feet while working the pipe up and down. The 2 7/8-inch tubing began getting pushed out of the hole by well pressure and fluid in the annulus began flowing.